JP7250102B1 - Vehicle driving support device - Google Patents

Abstract

A vehicle driving support device capable of suppressing deterioration of ride comfort of a vehicle due to vehicle driving support.
A target determination unit (12) calculates a target speed ( _vtgt) and a target distance (d ^*) based on target vehicle speed information. The plan generator 13 uses a three-stage moving average filter 130 to generate a distance plan d _plan and a speed plan v _plan based on the target speed v _tgt and the target distance d ^* . The three-stage moving average filter 130 is a filter in which a first moving average filter 131, a second moving average filter 132, and a third moving average filter 133 are connected in series in order. The vehicle control unit 14 generates an acceleration command a _ref for the own vehicle VO based on the distance plan d _plan and the speed plan v _plan .
[Selection drawing] Fig. 3

Description

The present disclosure relates to a vehicle driving support device.

In the conventional vehicle control system, the target speed of the own vehicle is calculated based on the inter-vehicle distance between the own vehicle on the merging lane and the other vehicle on the main lane and the speed of the other vehicle. Further, based on the calculated target speed, the driving device and the braking device of the own vehicle are controlled (see, for example, Patent Document 1).

JP 2017-165197 A

In the conventional vehicle control system described above, the change in target speed over time until the vehicle-to-vehicle distance reaches the target distance is calculated by combining acceleration, constant velocity, and deceleration, but jerk, which is a differential value of acceleration, is not considered. Therefore, when the actual speed of the own vehicle faithfully follows the target speed, excessive jerk occurs in the own vehicle, which may deteriorate the ride comfort of the own vehicle.

The present disclosure has been made to solve the above problems, and an object thereof is to obtain a vehicle driving support device capable of suppressing deterioration of the ride comfort of the own vehicle due to the vehicle driving support. do.

A vehicle driving support device according to the present disclosure calculates a target speed of a subject vehicle and a target distance, which is a target value of the inter-vehicle distance between the subject vehicle and the subject vehicle, based on target vehicle speed information regarding the speed of the subject vehicle. A determining unit generates a distance plan, which is a change in inter-vehicle distance over time until the own vehicle reaches the target distance, based on the target distance, and based on the target speed and the target distance, the own vehicle reaches the target distance. A plan generation unit that generates a speed plan that is the time change of the speed of the own vehicle up to and based on the distance plan and the speed plan, generates an acceleration command for the own vehicle, and applies the generated acceleration command to the driving and braking of the own vehicle. A vehicle control unit provided to the control device is provided, and the plan generation unit uses a three-stage moving average filter, which is a filter in which a first moving average filter, a second moving average filter, and a third moving average filter are connected in series in order. is used to generate distance and velocity plans.

According to the vehicle driving assistance device according to the present disclosure, it is possible to suppress deterioration of the ride comfort of the own vehicle due to the vehicle driving assistance.

1 is a first schematic diagram showing a road, an own vehicle, and a target vehicle to which a vehicle driving support device according to Embodiment 1 is applied; FIG. FIG. 2 is a second schematic diagram showing a road, own vehicle, and target vehicle to which the vehicle driving support device according to Embodiment 1 is applied; 1 is a block diagram showing the configuration of a vehicle control device according to Embodiment 1; FIG. FIG. 3 is a block diagram showing a 3-stage moving average filter; It is a figure for demonstrating operation|movement of the vehicle control apparatus as a comparative example. 5 is a first diagram for explaining the operation of the three-stage moving average filter of FIG. 4; FIG. 5 is a second diagram for explaining the operation of the three-stage moving average filter of FIG. 4; FIG. 5 is a third diagram for explaining the operation of the three-stage moving average filter of FIG. 4; FIG. 4 is a flowchart showing a vehicle driving support routine executed by the vehicle driving support device of FIG. 3; FIG. 3 is a block diagram showing the configuration of a vehicle control device according to Embodiment 2; FIG. FIG. 4 is a schematic diagram for explaining the length of a confluence section; FIG. 11 is a diagram for explaining a first example of the operation of the vehicle driving support device of FIG. 10; FIG. 11 is a diagram for explaining a second example of the operation of the vehicle driving support device of FIG. 10; 11 is a flowchart showing a vehicle driving support routine executed by the vehicle driving support device of FIG. 10; FIG. 11 is a diagram for explaining the operation of a vehicle driving support device according to a modification of the second embodiment; FIG. FIG. 11 is a flowchart showing a first example of a vehicle driving support routine executed by a vehicle driving support device in a modified example of Embodiment 2; FIG. 9 is a flow chart showing a second example of a vehicle driving support routine executed by a vehicle driving support device in a modified example of Embodiment 2; FIG. 11 is a block diagram showing the configuration of a vehicle control device according to Embodiment 3; FIG. 19 is a flowchart showing a vehicle driving support routine executed by the vehicle driving support device of FIG. 18; FIG. 2 is a configuration diagram showing a first example of a processing circuit that implements the functions of the vehicle driving support device of Embodiment 1; FIG. 10 is a configuration diagram showing a first example of a processing circuit that implements the functions of the vehicle driving support devices of Embodiments 2 and 3; FIG. 7 is a configuration diagram showing a second example of a processing circuit that implements the functions of the vehicle driving support device according to the first to third embodiments;

Embodiments will be described below with reference to the drawings.
Embodiment 1.
FIG. 1 is a first schematic diagram showing a road, an own vehicle, and a target vehicle to which a vehicle driving support system according to Embodiment 1 is applied. FIG. 1 is a top view of the road RD. The road RD is a one-way two-lane road having a first lane L1 and a second lane L2. The first lane L1 and the second lane L2 are adjacent to each other.

The host vehicle VO is traveling on the first lane L1. The target vehicle VT is traveling on the first lane L1 ahead of the own vehicle VO. That is, the target vehicle VT is a vehicle that is ahead of the own vehicle VO. Although not shown, when a plurality of vehicles are running in front of the own vehicle VO, the vehicle with the shortest distance to the own vehicle VO is selected as the target vehicle VT from among the plurality of vehicles.

FIG. 2 is a second schematic diagram showing the road RD, own vehicle VO, and target vehicle VT to which the vehicle driving support system according to the first embodiment is applied. FIG. 2 shows a state in which the own vehicle VO traveling on the first lane L1 is about to move to the second lane L2. The target vehicle VT is traveling on the second lane L2 in front of or behind the own vehicle VO. In other words, the target vehicle VT is a vehicle leading the own vehicle VO in a lane adjacent to the lane in which the own vehicle VO is traveling. Although not shown, when a plurality of vehicles are traveling on the second lane L2, the vehicle with the shortest distance to the own vehicle VO is selected as the target vehicle VT from among the plurality of vehicles.

3 is a block diagram showing the configuration of the vehicle control device according to Embodiment 1. FIG. The vehicle control device of FIG. 3 has a vehicle driving support device 10, a vehicle detection sensor 20, a speed sensor 30, and a drive/brake control device 40. As shown in FIG.

The vehicle driving support device 10 includes an information acquisition unit 11, a target determination unit 12, a plan generation unit 13, and a vehicle control unit 14 as functional blocks.

The information acquisition unit 11 acquires distance information and relative speed information from the vehicle detection sensor 20 and also acquires own vehicle speed information from the speed sensor 30 . The distance information is information about the inter-vehicle distance d. The inter-vehicle distance d is the distance between the host vehicle VO and the target vehicle VT. The relative velocity information is information about the relative velocity v _rel . The relative speed v _rel is the speed of the target vehicle VT with respect to the host vehicle VO. The own vehicle speed information is information about the speed v of the own vehicle VO.

The information acquisition unit 11 outputs distance information to the vehicle control unit 14 and outputs relative speed information to the target determination unit 12 . In addition, the information acquisition unit 11 outputs the own vehicle speed information to the target determination unit 12 and the vehicle control unit 14, respectively.

The vehicle detection sensor 20 detects the target vehicle VT. The vehicle detection sensor 20 calculates the inter-vehicle distance d and the relative speed v _rel respectively. The vehicle detection sensor 20 outputs distance information and relative speed information to the vehicle driving support device 10 .

More specifically, the vehicle detection sensor 20, for example, emits radar light ahead of the own vehicle VO and receives the radar light reflected by the target vehicle VT as reflected light. The vehicle detection sensor 20 measures the difference time ΔT between the time when the radar light is emitted and the time when the reflected light is received. The vehicle detection sensor 20 calculates the inter-vehicle distance d between the own vehicle VO and the target vehicle VT by multiplying the measured difference time ΔT by the speed c of the radar light. The vehicle detection sensor 20 also calculates the Doppler frequency _fdop contained in the reflected light, and calculates the relative velocity _vrel based on the calculated Doppler frequency _fdop .

The speed sensor 30 detects the speed v of the own vehicle VO. The speed sensor 30 outputs vehicle speed information regarding the detected speed v of the vehicle VO to the vehicle driving support device 10 .

The vehicle driving support device 10 generates the acceleration command a _ref so that the inter-vehicle distance d becomes the target distance d ^* . The target distance d ^* is the target value of the inter-vehicle distance d. The acceleration command a _ref is given to the driving and braking control device 40 . The driving/brake control device 40 controls the driving device and the braking device of the own vehicle VO based on the acceleration command a _ref output from the vehicle driving support device 10 .

The target determination unit 12 acquires the own vehicle speed information and the relative speed information from the information acquisition unit 11 . The target determination unit 12 calculates target vehicle speed information based on the own vehicle speed information and the relative speed information. The target vehicle speed information is information regarding the speed of the target vehicle VT. The speed of the target vehicle VT is the sum of the speed v of the host vehicle VO and the relative speed _{v_rel} . The target determination unit 12 calculates the target speed _{v_tgt} based on the target vehicle speed information. In other words, the target determining unit 12 sets the speed of the target vehicle VT to the target speed _vtgt of the host vehicle VO. The target speed v _tgt is given by the following equation (1).

Also, the target determination unit 12 calculates the target distance d ^* based on the target vehicle speed information. In other words, the target determining unit 12 calculates the target distance d ^* based on the target speed _vtgt . The target distance d ^* is given by Equation (2) or Equation (3) below.

In equations (2) and (3), T _hw is the headway time and D _stop is the stopping distance. A value in the range of 1 to 2 seconds is used as the headway time T _hw . For example, the inter-vehicle time T _hw is set by the driver of the vehicle VO operating a switch mounted on the vehicle VO. The stop distance D _stop is the target distance d ^* when the target vehicle VT stops. The stopping distance D _stop may be stored in the internal memory of the target determination unit 12, or may be given from the outside of the vehicle control device. Also, the stopping distance D _stop may be set by the driver of the host vehicle VO.

As shown in FIG. 1, when the target vehicle VT is a vehicle that is ahead of the own vehicle VO, the target distance d ^* is set as a positive value as shown in Equation (2). As shown in FIG. 2, when the own vehicle VO moves to the next lane, when the own vehicle VO is controlled so that the position of the target vehicle VT is in front of the position of the own vehicle VO, the target distance d ^* is set as a positive value as in equation (2).

When the own vehicle VO moves to the next lane, if the own vehicle VO is controlled so that the position of the target vehicle VT is behind the position of the own vehicle VO, the target distance d ^* is given by equation (3). Set as a negative value.

The target determination unit 12 outputs the target speed v _tgt and the target distance d ^* to the plan generation unit 13 .

The plan generator 13 generates a distance plan d _plan based on the target distance d ^* , and a speed plan v _plan based on the target speed v _tgt and the target distance d ^* . The distance plan d _plan is the time change of the inter-vehicle distance d until the own vehicle VO reaches the target distance d ^* . The speed plan v _plan is the time change of the speed v of the own vehicle until the own vehicle VO reaches the target distance d ^* . The plan generator 13 outputs the distance plan d _plan and the speed plan v _plan to the vehicle controller 14 .

The process of generating the distance plan d _plan by the plan generation unit 13 will be described in more detail below. As shown in the following equation (4), an input distance d _in is defined as a step input from the deviation d ₀ -d* ₀ to 0 between the initial value d ₀ of the inter-vehicle distance and the initial value ^{d* 0} _of the target distance. Here, t is the time, and t=0 is the time when the step input is started.

The plan generator 13 has a three-stage moving average filter 130 . The 3-stage moving average filter 130 is a digital filter. The transfer function of the 3-stage moving average filter 130 is represented as F _d (s). The plan generator 13 inputs the input distance d _in to the three-stage moving average filter 130 and obtains F _d (s) d _in as its output.

FIG. 4 is a block diagram showing the three-stage moving average filter 130. As shown in FIG. The three-stage moving average filter 130 is a filter in which a first moving average filter 131, a second moving average filter 132, and a third moving average filter 133 are connected in series in order. A transfer function F _d (s) of the three-stage moving average filter 130 is represented by the following equation (5). s is the Laplacian operator.

In Equation (5), F _1d (s) is the transfer function of the first moving average filter 131, F _2d (s) is the transfer function of the second moving average filter 132, F _3d (s) is the third moving average filter 4 is the transfer function of the averaging filter 133;

The plan generator 13 calculates a distance plan d _plan from F _d (s) d _in and the target distance d ^* , as shown in the following equation (6).

The time constant of the first moving average filter 131 is the first time constant τ _1d . The time constant of the second moving average filter 132 is the second time constant τ _2d . The time constant of the third moving average filter 133 is the third time constant _τ3d .

The inter-vehicle distance d reaches the target distance d ^* after (τ _1d +τ _2d +τ _3d ) after the step input time.

The plan generator 13 calculates the speed plan v _plan by subtracting the differential value of F _d (s) _din from the target speed v _tgt as shown in the following equation (7).

The vehicle control unit 14 acquires distance information and own vehicle speed information from the information acquisition unit 11 . The vehicle control unit 14 acquires the distance plan d _plan and the speed plan v _plan from the plan generation unit 13 . The vehicle control unit 14 generates an acceleration command a _ref for the own vehicle VO based on the distance plan d _plan and the speed plan v _plan .

More specifically, the vehicle control unit 14 calculates the deviation dd plan between the inter-vehicle distance d and the distance plan d _plan , the speed plan v _{plan and} the host vehicle VO, as shown in the following equation (8): An acceleration command a _ref is generated from the deviation v _plan −v from the velocity v.

式（８）において、Ｋ_ｄｐは比例ゲインであり、Ｋ_ｄｄは微分ゲインである。比例ゲインＫ_ｄｐ及び微分ゲインＫ_ｄｄは、それぞれ車間距離ｄを制御するためのゲインである。

In equation (8), K _dp is the proportional gain and K _dd is the derivative gain. The proportional gain _Kdp and the differential gain _Kdd are gains for controlling the inter-vehicle distance d.

Note that the vehicle control unit 14 may calculate the acceleration command a _ref based on the following equation (9).

In equation (9), K _sp is the proportional gain and K _si is the integral gain. The proportional gain K _sp and the integral gain K _si are gains for controlling the speed v of the own vehicle VO.

The vehicle control unit 14 gives the generated acceleration command a _ref to the driving and braking control device 40 of the own vehicle VO.

FIG. 5 is a diagram for explaining the operation of a vehicle control device as a comparative example. FIG. 5 shows the change over time of the target speed _vtgt until the target vehicle, which is traveling at a speed _VH higher than the speed vs of the own vehicle VO, reaches the target distance. The difference S1-S2 between the first area S1 and the second area S2 is the inter-vehicle distance variation required to reach the target distance. As shown in FIG. 5, the control device of the comparative example causes the own vehicle VO to reach the target distance by a combination of acceleration, constant velocity, and deceleration.

However, in this comparative example, jerk, which is a differential value of acceleration, is not considered. Therefore, when the travel control unit accurately follows the target speed _{v_tgt} , excessive jerk occurs and the ride comfort of the own vehicle VO deteriorates.

On the other hand, when the travel control unit moderately follows the target speed _vtgt , the occurrence of excessive jerk is suppressed, but the travel distance until the inter-vehicle distance d reaches the target distance increases. For example, on an expressway, since the length of a merging section is fixed, merging may become difficult if the traveling distance to the merging increases.

FIG. 6 is a first diagram for explaining the operation of the 3-stage moving average filter 130 of FIG.

The upper part of FIG. 6 shows the output F _1d (s)d _in of the first moving average filter 131 when the input distance d _in is input to the three-stage moving average filter 130 . The output F _1d (s) d _in corresponds to the inter-vehicle distance d. The input distance d _in is a step input for changing the inter-vehicle distance d from 40 m to 20 m. The lower part of FIG. 6 shows the speed v of the own vehicle VO corresponding to the output F _1d (s) _din . Here, the first time constant _τ1d is set to 6 seconds, the second time constant _τ2d is set to 4 seconds, and the third time constant _τ3d is set to 1 second.

The inter-vehicle distance d decreases at a constant rate from time t ₀ and reaches the target distance d ^* of 20 m at time t ₄ after 6 seconds, that is, after τ _1d seconds. Also, the speed v of the own vehicle VO changes from 20 m/s to 24 m/s at time _t0 , and changes from 24 m/s to 20 m/s at time _t4 after 6 seconds. Thus, the velocity v of the own vehicle VO in the output of the first moving average filter 131 has a pulse waveform.

FIG. 7 is a second diagram for explaining the operation of the 3-stage moving average filter 130 of FIG.

The upper part of FIG. 7 shows the output F _1d (s) F _2d (s) d _in of the second moving average filter 132 when the input distance d _in is input to the three-stage moving average filter 130 . The middle part of FIG. 7 shows the speed v of the own vehicle VO corresponding to the output F _1d (s) F _2d (s) _din . The lower part of FIG. 7 shows the acceleration a of the own vehicle VO corresponding to the output F _1d (s) F _2d (s) _din .

The velocity v of the vehicle VO in the output of the second moving average filter 132 increases during the time t2 after 4 seconds from the time _t0 , that is, after _τ2d seconds, and increases between the time _t2 and the time _{t4 .} , and decreases from time _t4 to time _t6 . Further, the inter-vehicle distance d reaches the target distance d ^* of 20 m at time _t6 after 10 seconds from the step input, that is, (τ _1d +τ _2d ) seconds later. In this way, the speed v of the vehicle VO after passing through the second moving average filter 132 can be divided into three sections: an acceleration section, a constant speed section, and a deceleration section.

FIG. 8 is a third diagram for explaining the operation of the 3-stage moving average filter 130 of FIG.

The top of FIG. 8 shows the output F _d (s) d _in obtained by inputting the input distance d _in to the three-stage moving average filter 130 . The second row in FIG. 8 shows the speed v of the own vehicle VO corresponding to the output F _d (s) _din . The third row in FIG. 8 shows the acceleration a of the own vehicle VO corresponding to the output F _d (s) _din . The bottom part of FIG. 8 shows the jerk of the host vehicle VO corresponding to the output F _d (s) _din .

The acceleration a of the own vehicle VO in FIG. 8 can be divided into the following first to seventh sections.
Section 1: The section from time _t0 to time _t1 is a section in which acceleration increases Second section: The section from time _t1 to time _t2 is a section with constant acceleration Third section: From time _t2 to time The section up to _t3 is the section in which the acceleration decreases. Section 4: The section from time _t3 to time _t4 is the constant speed section. Section 5: The section from time _t4 to time _t5 is the section in which the deceleration decreases. Section 6: The section from time _t5 to time _t6 is the section with constant deceleration Section 7: The section from time _t6 to time _t7 is the section with decreasing deceleration

Here, the time t ₁ is the time τ _3d seconds after the time t ₀ . Time _t2 is a time τ _2d seconds after time _t0 . Time t ₃ is the time (τ _2d +τ _3d ) seconds after time t ₀ . Time _t4 is a time τ _1d seconds after time _t0 . Time t ₅ is the time (τ _1d +τ _3d ) seconds after time t ₀ . Time t ₆ is the time (τ _1d +τ _2d ) seconds after time t ₀ . Time t ₇ is the time (τ _1d +τ _2d +τ _3d ) seconds after time t ₀ .

Further, the inter-vehicle distance d reaches the target distance d ^* at time _t7 . That is, the inter-vehicle distance d reaches the target distance d ^* 11 seconds after the step input.

As a result, the jerk generated in the own vehicle VO becomes 0 in the second, fourth, and sixth sections, and is suppressed to a finite value in the first, third, fifth, and seventh sections. It is

In this way, the plan generation unit 13 of FIG. 3 can calculate the distance plan d _plan and the speed plan v _plan in which sudden changes in the acceleration a of the own vehicle VO are suppressed by the processing by the three-stage moving average filter 130. .

The second time constant τ _2d is less than or equal to the first time constant τ _1d and greater than or equal to the third time constant τ _3d . That is, τ _1d ≧τ _2d ≧τ _3d . Also, when the first time constant τ _1d and the second time constant τ _2d are set to the same value, the waveform representing the acceleration a in FIG. 8 is a waveform without the fourth interval. Also, when the second time constant τ _2d and the third time constant τ _3d are set to the same value, the waveform representing the acceleration a in FIG. 8 is a waveform without the second section and the sixth section.

FIG. 9 is a flow chart showing a vehicle driving support routine executed by the vehicle driving support device 10 of FIG. The routine of FIG. 9 is, for example, executed at regular intervals after the ignition key switch of the vehicle VO is turned on. When the routine of FIG. 9 is started, the information acquisition section 11 determines whether or not the target vehicle VT is detected in step S101.

If the target vehicle VT is not detected, the information acquiring section 11 once terminates this routine.

When the target vehicle VT is detected, the information acquisition unit 11 acquires distance information, relative speed information, and host vehicle speed information in step S102.

Next, the target determination unit 12 generates the target distance d ^* and the target speed v _tgt in step S103.

Next, the plan generator 13 generates a distance plan d _plan and a speed plan v _plan in step S104.

Next, in step S105, the vehicle control unit 14 generates an acceleration command a- _ref , outputs the generated acceleration command a- _ref to the driving/brake control device 40, and terminates this routine.

As described above, the vehicle driving support device 10 includes the target determination unit 12, the plan generation unit 13, and the vehicle control unit 14. The target determining unit 12 calculates the target speed v _tgt and the target distance d ^* of the own vehicle VO based on the target vehicle speed information. The target vehicle speed information is information regarding the speed of the target vehicle VT. The target distance d ^* is a target value for the inter-vehicle distance between the own vehicle VO and the target vehicle VT.

The plan generator 13 generates a distance plan d _plan based on the target distance d ^* , and a speed plan v _plan based on the target speed v _tgt and the target distance d ^* . The distance plan d _plan is the time change of the inter-vehicle distance d until the own vehicle VO reaches the target distance d ^* . The speed plan v _plan is the change over time of the speed v of the vehicle VO until the vehicle VO reaches the target distance d ^* . The vehicle control unit 14 generates an acceleration command a _ref for the own vehicle VO based on the distance plan d _plan and the speed plan v _plan , and gives the generated acceleration command a _ref to the driving and braking control device 40 of the own vehicle VO. .

The plan generator 13 uses a three-stage moving average filter 130 to generate a distance plan d _plan and a velocity plan v _plan . The three-stage moving average filter 130 is a filter in which a first moving average filter 131, a second moving average filter 132, and a third moving average filter 133 are connected in series in order.

As described above, according to the vehicle driving support device 10 according to the first embodiment, by using the three-stage moving average filter 130, it is possible to reduce the jerk that occurs in the host vehicle VO during vehicle driving support. Therefore, it is possible to suppress deterioration of the ride comfort of the host vehicle VO due to the vehicle travel assistance.

Therefore, it is not necessary to reduce the jerk that occurs in the vehicle VO by increasing the travel distance of the vehicle VO during vehicle driving support.

Also, the target vehicle VT is a vehicle traveling in front of the lane in which the own vehicle VO is traveling.

According to this, the jerk generated in the own vehicle VO due to the acceleration and deceleration for causing the own vehicle VO to follow the preceding vehicle is reduced. The preceding vehicle is a vehicle traveling in front of the lane in which the own vehicle VO is traveling. As a result, deterioration of the ride comfort of the own vehicle VO can be suppressed.

Also, the target vehicle VT is a vehicle that is traveling in the lane on which the own vehicle VO is about to move.

According to this, the jerk generated in the own vehicle VO due to the acceleration and deceleration for securing the inter-vehicle distance between the own vehicle VO and a vehicle traveling in the lane to which the own vehicle VO is about to move is reduced. As a result, deterioration of the ride comfort of the own vehicle VO can be suppressed.

The first time constant _τ1d and the second time constant _τ2d are set to the same value, and the third time constant _τ3d is set to a value smaller than the first time constant _τ1d and the second time constant _τ2d . may

According to this, the constant velocity section can be eliminated from the output of the three-stage moving average filter 130 with respect to the input distance _din , and the jerk that occurs in the own vehicle VO due to the acceleration/deceleration during vehicle travel support is further reduced. . As a result, it is possible to further suppress deterioration of the ride comfort of the own vehicle VO.

Also, the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ _3d may be set to the same value.

According to this, the constant velocity section, the constant acceleration section, and the constant deceleration section can be eliminated from the output of the three-stage moving average filter 130 for the input distance _din . The jerk that occurs in VO is further reduced. As a result, it is possible to further suppress deterioration of the ride comfort of the own vehicle VO.

In Embodiment 1, the plan generation unit 13 generates the distance plan d _plan and the speed plan v _plan , but the plan generation unit 13 further generates the acceleration plan a _plan , and the generated acceleration plan a _plan may be output to the vehicle control unit 14 .

The acceleration plan a _plan is represented by the following equation (10).

In this case, the vehicle control unit 14 may calculate the acceleration command a _ref by the following equation (11) based on the distance plan d _plan , speed plan v _plan and acceleration plan a _plan .

Further, the vehicle control unit 14 may calculate the acceleration command a _ref by the following equation (12).

Thus, the plan generator 13 generates the acceleration plan a _plan , and the vehicle controller 14 adds the acceleration plan a _plan to the feedback control output. This allows the inter-vehicle distance d to more accurately follow the distance plan d _plan .

Embodiment 2.
Next, a vehicle driving support device according to Embodiment 2 will be described. FIG. 10 is a block diagram showing the configuration of a vehicle control device according to Embodiment 2. As shown in FIG. The vehicle control device of FIG. 10 has a vehicle driving support device 10, a vehicle detection sensor 20, a speed sensor 30, and a drive/brake control device 40. As shown in FIG.

The vehicle driving support device 10 includes an information acquisition unit 11, a target determination unit 12, a plan generation unit 13, a vehicle control unit 14, and a plan design unit 15 as functional blocks. In FIG. 10, the same reference numerals are given to the same elements as those shown in FIG.

The vehicle travel assistance device 10 of FIG. 10 differs from the vehicle travel assistance device 10 according to the first embodiment in the following two points.
1. _The plan design unit 15 calculates the first time constant τ 1d , the second time constant τ _2d , and the third time constant τ _3d based on the vehicle speed information, the distance information, the target speed v _tgt , and the target distance d ^* . point to do.
2. Using the calculated first time constant τ _1d , second time constant τ _2d , and third time constant τ _3d , the plan generator 13 generates the distance plan d _plan and the speed plan v _plan .

The information acquisition unit 11, the target determination unit 12, and the vehicle control unit 14 in FIG. 10 are the same as the information acquisition unit 11, the target determination unit 12, and the vehicle control unit 14 in FIG. be.

The plan design unit 15 sets the first time constant τ 1d , the second time constant τ _2d , and the third time constant τ _1d so that the travel distance x _trv of the host vehicle VO during the follow-up period matches the target travel distance X _trv . Calculate τ _3d . The follow-up period is a period until the speed v of the host vehicle VO matches the target speed _vtgt and the inter-vehicle distance d matches the target distance d ^* .

Further, when the own vehicle VO is a vehicle traveling in the merging lane and the target vehicle VT is a vehicle traveling in the main lane, the target travel distance X _trv is equal to or less than the length of the merging section.

FIG. 11 is a schematic diagram for explaining the length of the confluence section. In FIG. 11, the first lane L1 corresponds to the merging lane, and the second lane L2 corresponds to the main lane. The host vehicle VO is traveling in the first lane L1 as a merging lane. The target vehicle VT is traveling in the second lane L2 as the main lane.

The first lane L1 and the second lane L2 merge at point P1. Also, the first lane L1 becomes a dead end at the point P2. In the merging section from point P1 to point P2, the first lane L1 and the second lane L2 are adjacent to each other. That is, a merging section is a section in which the main lane is adjacent to the merging lane. In the merging section, vehicles traveling in the first lane L1 can move to the second lane L2. In this case, the target travel distance X _trv is set to be equal to or less than the length of the merging section x _mrg .

Next, the operation of the vehicle control device shown in FIG. 10 will be described more specifically. Here, the operation of the plan designing section 15 will be mainly described.

The plan design unit 15 acquires the vehicle speed information and the distance information from the information acquisition unit 11 . The plan design unit 15 also acquires the target speed v _tgt and the target distance d ^* from the target determination unit 12 . The plan design unit 15 calculates the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ based on the acquired vehicle speed information, distance information, target speed v _tgt , and target distance d ^* . Compute _3d .

12A and 12B are diagrams for explaining a first example of the operation of the vehicle driving support device 10 of FIG. 13A and 13B are diagrams for explaining a second example of the operation of the vehicle driving support device 10 of FIG. 10. FIG. FIG. 12 shows a first example of an output waveform obtained by inputting the input distance d _in to the 3-stage moving average filter 130 . FIG. 13 shows a second example of the output waveform obtained by inputting the input distance d _in to the 3-stage moving average filter 130 .

Here, as initial conditions, the following distance initial value _d0 is 10 m, the target distance initial value d ^* ₀ is 20 m, the speed v of the own vehicle VO is 20 m/s, and the target speed v _tgt is 25 m/s. there is

The traveling distance x _trv of the own vehicle VO during the follow-up period is given by the following equation (13). Equation (13) corresponds to the shaded area in FIGS. 12 and 13 .

When the target speed v _tgt ^is constant, the amount of change in the inter-vehicle distance d during the follow-up period _, that is, the deviation d ₀ -d* 0 between the initial inter-vehicle distance value d ₀ and the target distance initial value d ^* ₀ is given by the following: It is expressed as in Equation (14).

When the target speed v _tgt is constant, the traveling distance of the target vehicle VT during the follow-up period is expressed by the following equation (15).

Putting together the equations (13) to (15), the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ _3d , the target running distance X _trv , the initial inter-vehicle distance d ₀ , the initial target distance The value d ^* ₀ and the target speed v _tgt have the relationship represented by the following equation (16).

_Thus , when the target travel distance X _trv is preset, the first time constant τ _{1d and} the second time constant A sum of τ _2d and a third time constant τ _3d is determined. For example, when the target travel distance X _trv is 190 m, the sum of the first time constant τ _1d , the second time constant τ _2d and the third time constant τ _3d is 12 seconds.

Further, when the own vehicle VO is a merging vehicle and the target vehicle VT is a main line vehicle, the target travel distance X _trv may be set to the length of the merging section x _mrg . In this case, the target travel distance X _trv is obtained from a map information storage unit (not shown). The map information storage unit may be provided in the vehicle driving support device, or may be provided outside the own vehicle VO.

Next, a method for determining each of the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ _3d from equation (16) will be described. When the first time constant τ _1d is greater than the second time constant τ _2d , the own vehicle VO runs at a constant speed in the fourth section as described with reference to FIG. Jerk does not occur in the 4th section where the own vehicle VO is traveling at a constant speed, but jerk occurs in the 3rd and 5th sections before and after that, so the jerk fluctuates from the 3rd section to the 5th section. .

On the other hand, when the first time constant τ _1d and the second time constant τ _2d are equal, the fourth section disappears, so the jerk fluctuation is suppressed from the third section to the fifth section.

Therefore, the first time constant τ _1d and the second time constant τ _2d are set to the same value. Further, the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ _3d have a relationship of τ _1d ≧τ _2d ≧τ _3d , so the time constant τ _1d and the second time constant τ _2d and the third time constant τ _3d are determined by the following equations (17) and (18) using the coefficient _kr . Here, the coefficient _kr is the ratio of the third time constant τ3d to the total value _τ1d + _τ2d + _τ3d of the first time constant _{τ1d ,} the second time constant _τ2d , and the third time constant _τ3d . Note that the range of possible values for the coefficient k _r is 0<k _r ≦1/3.

A first example, shown in FIG. 12, was set to _kr = 1/6, τ _{1d = τ 2d = 5 seconds, τ 3d = 2 seconds for τ 1d + τ 2d +} τ _3d = 12 _seconds . This is an example of the case. The second example shown in FIG. 13 is an example when k _r =1/3 and τ _1d =τ _2d =τ _3d =4 seconds for τ _1d +τ _2d +τ _3d =12 seconds. is.

The acceleration in the first example shown in FIG. 12 is smaller than the acceleration in the second example shown in FIG. Also, the jerk in the second example is smaller than the jerk in the first example. Thus, the larger the third time constant _τ3d , that is, the larger the coefficient _kr , the more the jerk is suppressed.

From the above, from the equations (17) and (18), the first time constant τ ^1d and _the second A time constant τ _2d and a third time constant τ _3d can be determined.

FIG. 14 is a flow chart showing a vehicle driving support routine executed by the vehicle driving support device 10 of FIG. The routine of FIG. 14 is, for example, executed at regular intervals after the ignition key switch of the vehicle VO is turned on. In the routine of FIG. 14, the same steps as in the routine of FIG. 9 are given the same step numbers. Further, detailed descriptions of steps that are the same as those of the routine of FIG. 9 are omitted.

In step S101, when the target vehicle VT is not detected, the information acquiring section 11 once terminates this routine.

When the target vehicle VT is detected, the information acquisition unit 11 acquires distance information, relative speed information, and host vehicle speed information in step S102. Next, the target determination unit 12 generates the target distance d ^* and the target speed v _tgt in step S103.

Next, in step S201, the plan design unit 15 uses equations (17) _and ( ₁₈ ) to set the first time constant τ _1d , a second time constant τ _2d , and a third time constant τ _3d are determined.

Next, in step S202, the plan generator 13 generates a distance plan d _plan and a speed plan v _plan based on the determined first time constant τ _1d , second time constant τ _2d , and third time constant τ _3d . Generate.

Next, in step S105, the vehicle control unit 14 generates an acceleration command a- _ref , outputs the generated acceleration command a- _ref to the driving/brake control device 40, and terminates this routine.

As described above, the vehicle travel support system 10 according to the second embodiment further includes the planning design section 15 . _The plan design unit 15 calculates the first time constant τ 1d , the second time constant τ _2d , and the third time constant τ _3d based on the vehicle speed information, the distance information, the target speed v _tgt , and the target distance d ^* . do. The own vehicle speed information is information about the speed v of the own vehicle VO. The distance information is information about the inter-vehicle distance d between the own vehicle VO and the target vehicle VT.

According to this, since the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ _3d are changed according to the situation, the own vehicle VO can smoothly follow the target vehicle VT. can.

In addition, the plan design unit 15 calculates the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ _3d so that the follow-up travel distance matches the target travel distance X _trv . The follow-up travel distance is the travel distance x _trv of the host vehicle VO during the follow-up period.

According to this, in the acceleration/deceleration of the own vehicle VO until it reaches the target distance d ^* and the target speed _vtgt , it is possible to limit the traveling distance x _trv while suppressing the deterioration of ride comfort due to excessive jerk. .

The own vehicle VO is a vehicle traveling in a merging lane, the target vehicle VT is a vehicle traveling in a main lane, and the target travel distance X _trv is less than or equal to the length of the merging section x _mrg . be. A merging section is a section where a main lane is adjacent to a merging lane.

According to this, when the own vehicle VO moves from the merging lane of the expressway to the main lane, the jerk generated in the own vehicle VO due to the acceleration and deceleration for securing the inter-vehicle distance d from the main road vehicle is reduced. As a result, deterioration of the ride comfort of the own vehicle VO can be suppressed. Also, the own vehicle VO can be moved to the main lane before the own vehicle VO reaches the end of the merging lane.

In the second embodiment, when the target vehicle VT is traveling in front of the own vehicle VO and the speed of the target vehicle VT is lower than the speed v of the own vehicle VO, the first time is as follows. A constant τ _1d , a second time constant τ _2d , and a third time constant τ _3d may be determined.

FIG. 15 is a diagram for explaining the operation of the vehicle driving support device 10 according to the modification of the second embodiment. FIG. 15 shows an output waveform obtained by inputting the input distance d _in to the three-stage moving average filter 130 . Here, the initial conditions are as follows: initial inter-vehicle distance _d0 is 40 m, target distance initial value d ^* ₀ is 20 m, speed v of own vehicle VO is 20 m/s, and target speed v _tgt is 15 m/s.

In FIG. 15, until the inter-vehicle distance d reaches the target distance d ^* and the speed v of the vehicle VO reaches the target speed _vtgt , the deceleration of the vehicle VO increases, then becomes constant, and then decreases. do. The jerk in FIG. 15 is represented by the following equation (19). Here, J _set represents the jerk in the section where the deceleration is increasing. Note that J _set is a positive value. Also, in FIG. 15, the first time constant τ _1d and the second time constant τ _2d are equal.

By integrating the jerk j(t) of the equation (19), the acceleration a(t) of the vehicle VO and the velocity v(t) of the vehicle VO are obtained as in the following equations (20) to (22). , and the following distance d(t) can be calculated.

From the equations (19) to (22), the acceleration a(t) of the vehicle VO, the velocity v(t) of the vehicle VO, and the inter-vehicle distance d(t) are given by the following equations (23) to (25). ). where _C10 , _C11 , _C12 , C20, _C21 , _C22 , _C30 , _{C31 , C32} , _C40 , _C41 , and _C42 are constants.

At time t=0, the speed v of the host vehicle VO is the initial speed value v ₀ , and the inter-vehicle distance d is the initial inter-vehicle distance value d ₀ . Also, at times t=τ _3d , τ _1d , τ _1d +τ _3d , the acceleration, speed, and inter-vehicle distance are continuous. From these facts, the above constants C ₁₀ to C ₄₂ are determined by the following equations (26) to (37).

Here, at time t≧τ _1d +τ _3d , considering the terminal condition that the speed v of the host vehicle VO reaches the target speed v _tgt and the inter-vehicle distance d reaches the target distance d ^* , the target speed v _tgt and the target distance d ^* , the following equations (38) and (39) hold.

By eliminating J _set from equations (38) and (39), the following equation (40) can be derived. As described above, the total value of the first time constant τ _1d and the third time constant τ _3d is calculated based on the initial speed v ₀ , the initial inter-vehicle distance d ₀ , the target speed v _tgt , and the target distance d ^* . A series of deceleration operations can be realized by the three-stage moving average filter 130 by making the determination. A series of deceleration operations are operations in which the deceleration is increased, the deceleration is kept constant, and then the deceleration is decreased.

Furthermore, when the first time constant τ _1d is eliminated from the equations (38) and (39), the following equation (41) is obtained.

From equation (40), the third time constant _τ3d is obtained as in equation (42) below. By substituting the initial speed value v ₀ , the initial inter-vehicle distance value d ₀ , the target speed v _tgt , and the target distance d ^* into the equation (42), and substituting the target jerk for J _set , the first time constant τ _1d and A third time constant τ _3d can be determined. Thereby, a series of deceleration operations can be realized in the target jerk. J _set is hereinafter referred to as the target jerk.

Furthermore, by setting A _set =−J _set ×τ _3d as the target deceleration A _set and eliminating the target jerk J _set from the equation (41), the following equation (43) is obtained.

From Equation (43), the third time constant _τ3d is obtained as in Equation (44) below. As described above, the first time constant τ _1d and the third time constant _{τ 3d are} calculated based on the initial speed value v 0 , the initial inter-vehicle distance value d ₀ , the target speed v _tgt , the target distance d ^* , and the target deceleration A _set . can be determined. As a result, a series of deceleration operations can be performed to reach the target deceleration _Aset .

Thus, the plan design unit 15 acquires each of the distance information, the vehicle speed information, the target distance d ^* , and the target speed _vtgt , and the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ 2d . A time constant τ _3d is generated and output to the plan generation unit 13 . Thereby, the jerk during acceleration/deceleration can be set as the target jerk J _set . Alternatively, the deceleration can be set as the target deceleration _Aset .

FIG. 16 is a flow chart showing a first example of a vehicle driving support routine executed by the vehicle driving support device 10 according to the modification of the second embodiment. The routine of FIG. 16 is, for example, executed at regular intervals after the ignition key switch of the vehicle VO is turned on. In the routine of FIG. 16, the same steps as those of the routine of FIG. 14 are given the same step numbers.

In step S101, when the target vehicle VT is not detected, the information acquiring section 11 once terminates this routine.

When the target vehicle VT is detected, the information acquisition unit 11 acquires distance information, relative speed information, and host vehicle speed information in step S102. Next, the target determination unit 12 generates the target distance d ^* and the target speed v _tgt in step S103.

Next, in step S301, the plan design unit 15 uses equations (40) and (42) to _set the first time constant τ _1d and the second time Determine the constant τ _2d and the third time constant τ _3d .

Next, in step S202, the plan generator 13 generates a distance plan d _plan and a speed plan v _plan based on the determined first time constant τ _1d , second time constant τ _2d , and third time constant τ _3d . Generate.

Next, in step S105, the vehicle control unit 14 generates an acceleration command a- _ref , outputs the generated acceleration command a- _ref to the driving/brake control device 40, and terminates this routine.
FIG. 17 is a flow chart showing a second example of the vehicle driving support routine executed by the vehicle driving support device 10 according to the modification of the second embodiment. The routine of FIG. 17 is, for example, executed at regular intervals after the ignition key switch of the vehicle VO is turned on. In the routine of FIG. 17, the same steps as in the routine of FIG. 14 are given the same step numbers.

In step S101, when the target vehicle VT is not detected, the information acquiring section 11 once terminates this routine.

When the target vehicle VT is detected, the information acquisition unit 11 acquires distance information, relative speed information, and host vehicle speed information in step S102. Next, the target determination unit 12 generates the target distance d ^* and the target speed v _tgt in step S103.

Next, in step S401, the plan design unit 15 uses equations (40) and (44) to _set the first time constant τ _1d and the first A second time constant τ _2d and a third time constant τ _3d are determined.

Next, in step S202, the plan generator 13 generates a distance plan d _plan and a speed plan v _plan based on the determined first time constant τ _1d , second time constant τ _2d , and third time constant τ _3d . Generate.

Next, in step S105, the vehicle control unit 14 generates an acceleration command a- _ref , outputs the generated acceleration command a- _ref to the driving/brake control device 40, and terminates this routine.

In this way, the plan design unit 15 calculates the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ _3d so that the following jerk matches the target jerk J _set . good. A trailing jerk is a jerk that occurs during the trailing period.

According to this, by limiting the amount of jerk that occurs during the acceleration and deceleration of the own vehicle VO until it reaches the target distance d ^* and the target speed _vtgt , it is possible to suppress deterioration in ride comfort due to the occurrence of excessive jerk. can be done.

In addition, the plan design unit 15 may calculate the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ _3d so that the follow-up acceleration matches the target deceleration _Aset . . The follow-up acceleration is the acceleration generated in the host vehicle VO during the follow-up period.

According to this, in the acceleration/deceleration of the own vehicle VO until it reaches the target distance d ^* and the target speed _vtgt , by limiting the acceleration that occurs, it is possible to suppress deterioration of ride comfort due to excessive jerk. .

Embodiment 3.
Next, a vehicle driving support device according to Embodiment 3 will be described. 18 is a block diagram showing a configuration of a vehicle control device according to Embodiment 3. FIG. The vehicle control device of FIG. 18 has a vehicle driving support device 10, a vehicle detection sensor 20, a speed sensor 30, and a drive/brake control device 40. As shown in FIG.

A vehicle driving support device 10 of FIG. 18 differs from Embodiments 1 and 2 in that a vehicle control unit 16 is provided instead of the vehicle control unit 14 shown in FIGS. 3 and 10 . In FIG. 18, the same elements as those shown in FIGS. 3 and 10 are given the same reference numerals.

The vehicle control unit 16 calculates the predicted inter-vehicle distance d _k , the predicted speed v _k , and the predicted acceleration _ak using a dynamic vehicle model that indicates the behavior of the own vehicle VO. The predicted inter-vehicle distance _dk is the predicted value of the inter-vehicle distance d. The predicted speed _vk is a predicted value of the speed v of the own vehicle VO. The predicted acceleration _ak is a predicted value of the acceleration a of the host vehicle VO.

The vehicle control unit 16 calculates an acceleration command a _ref from an evaluation function for distance deviation and speed deviation. The distance deviation is the deviation between the distance plan d _plan and the predicted inter-vehicle distance d _k . Velocity deviation is the deviation between the velocity plan v _plan and the predicted velocity v _k .

The dynamic vehicle model is a model for predicting the behavior of the own vehicle VO from the current time t(0) to the time Th in the future for each fixed period T _per . The vehicle control unit 16 solves an optimization problem for finding a control input u that minimizes an evaluation function J that evaluates _each of the distance deviation and the speed deviation, and calculates each solution as an acceleration command a _ref . do.

At this time, the number of points for each of the predicted inter-vehicle distance d _k and the predicted speed v _k is N points. The score N is calculated as N=Th/T _per from the time Th and the constant period T _per . The time between the current time t(0) and the time Th in the future is called the "horizon".

The calculation process of the acceleration command a _ref by the vehicle control unit 16 will be described in more detail below. Equations (45) to (47) below express that the control input u that minimizes the evaluation function J is obtained.

は、車両状態量ｘの予測値である。ｆ（ｘ，ｕ）は、動的車両モデルに関するベクトル値関数である。 In equations (45) to (47), x is the vehicle state quantity, and _x0 is the initial value of the vehicle state quantity x. again,

is the predicted value of the vehicle state quantity x. f(x,u) is a vector-valued function on the dynamic vehicle model.

The vehicle control unit 16 sets the vehicle state quantity x as shown in Equation (48) below, and sets the control input u as shown in Equation (49) below. In the following, [...] ^T represents a transposed matrix.

In equations (48) and (49), d is the inter-vehicle distance, v is the speed of the vehicle VO, a is the acceleration of the vehicle VO, and a _ref is the acceleration command.

A dynamic vehicle model is represented by the following equation (50).

In equation (50), _Ta is the response delay of the driving/braking control device 40 with respect to the acceleration command a _ref .

The evaluation function J is expressed as in Equation (51) below.

In equation (51), x _k is the predicted value of vehicle state quantity x at prediction point k. where k=0, . _xN is the predicted value of the vehicle state quantity x at the prediction point N; Also, _uk is the control input at prediction point k. where k=0, . . . , N−1. h is a vector-valued function on the endpoint. h _N is a vector-valued function on the endpoint at prediction point N; rk is the target value at prediction point _k . where k=0, . r _N is the target value at prediction point N; Each of W and _WN is a weight matrix, which is a diagonal matrix having weights for evaluation items on the diagonal elements.

The vehicle control unit 16 sets the vector value function h regarding the evaluation item as shown in the following equation (52). The vehicle control unit 16 sets the vector-valued function _hN regarding the evaluation item as shown in Equation (53) below.

In Equation (52), _dk is the predicted inter-vehicle distance. The predicted inter-vehicle distance _dk is the predicted value of the inter-vehicle distance d at the predicted point k. _vk is the predicted velocity. The predicted speed _vk is a predicted value of the speed v of the host vehicle VO at the predicted point k. a _ref,k is the predicted acceleration command. The predicted acceleration command a _ref,k is a predicted value of the acceleration command a _ref which is the control amount at the prediction point k. In Equation (53), _dN is the predicted inter-vehicle distance at predicted point N. _vN is the predicted velocity at predicted point N; where k=0, .

The vehicle control unit 16 controls the target _{value rk} shown in the following _equation (54) and the _following equation ( 55) set each of the target values _rN shown in FIG.

In equations (54) and (55), d _plan,k is the value at prediction point k of the distance plan d _plan given by equation (6). d _plan,N is the value at the prediction point N of the distance plan d _plan shown by equation (6). v _plan,k is the value at prediction point k of the velocity plan v _plan shown by equation (7). v _plan,N is the value at the prediction point N of the velocity plan v _plan shown by equation (7).

The vehicle control unit 16 calculates the deviation between the vector-valued function h and the target value _rk and the deviation between the vector-valued function _hN and the target value _rN using the evaluation function J represented by the equation (51). evaluate. The vehicle control unit 16 solves an optimization problem for finding a control input u that minimizes each deviation every fixed period T _per , and generates each solution as an acceleration command a _ref . Since the process of solving the optimization problem is well known, detailed description is omitted.

FIG. 19 is a flow chart showing a vehicle driving support routine executed by the vehicle driving support device 10 of FIG. The routine of FIG. 19 is executed, for example, at regular intervals after the ignition key switch of the vehicle VO is turned on. In addition, in the routine of FIG. 17, the same step numbers are given to the same steps as those of the routines of FIGS. Further, detailed descriptions of steps that are the same as those of the routines of FIGS. 9 and 14 are omitted.

In step S101, when the target vehicle VT is not detected, the information acquiring section 11 once terminates this routine.

When the target vehicle VT is detected, the information acquisition unit 11 acquires distance information, relative speed information, and host vehicle speed information in step S102. Next, the target determination unit 12 generates the target distance d ^* and the target speed v _tgt in step S103.

Next, in step S201, the plan design _unit 15 sets the first time constant τ 1d , the second time constant τ _2d , the third time constant τ _1d , the second time constant τ _2d , and the third time Determine the constant τ _3d . Next, in step S202, the plan generator 13 generates a distance plan d _plan and a speed plan v _plan based on the determined first time constant τ _1d , second time constant τ _2d , and third time constant τ _3d . Generate.

Next, in step S501, the vehicle control unit 16 calculates the predicted inter-vehicle distance _dk and the predicted speed _vk .

Next, in step S502, the vehicle control unit 16 evaluates the distance deviation, which is the deviation between the distance plan d _plan and the predicted inter-vehicle distance d _k , and the speed deviation, which is the deviation between the speed plan v _plan and the predicted speed v _k . Obtain the evaluation function J. The vehicle control unit 16 solves an optimization problem for obtaining a control input u that minimizes the evaluation function J, and generates each solution as an acceleration command a _ref . The vehicle control unit 16 outputs the generated acceleration command a _ref to the driving/braking control device 40, and once ends this routine.

As described above, the vehicle control unit 16 according to the third embodiment uses the dynamic vehicle model representing the behavior of the own vehicle VO to calculate the predicted inter-vehicle distance d _k and the predicted speed v _k and evaluate the distance deviation. An acceleration command a _ref is generated based on the value and the estimated value for the velocity deviation. The predicted inter-vehicle distance _dk is the predicted value of the inter-vehicle distance d. The predicted speed _vk is a predicted value of the speed v of the host vehicle VO. The distance deviation is the deviation between the distance plan d _plan and the predicted inter-vehicle distance d _k . Velocity deviation is the deviation between the velocity plan v _plan and the predicted velocity v _k .

18 can control the own vehicle VO so that the vehicle-to-vehicle distance d becomes the target distance d ^* . can.

As a result, the vehicle driving support device 10 can calculate the acceleration command a _ref for smoothly following the distance plan d _plan and the speed plan v _plan within the horizon. Furthermore, the vehicle driving support device 10 incorporates the response delay of the driving and braking control device 40 into the dynamic vehicle model, thereby suppressing the deterioration of ride comfort and considering the delay in the behavior of the host vehicle VO with respect to the acceleration command a _ref . can be calculated.

Further, the vehicle control unit 16 of FIG. 18 generates the acceleration command a _ref by obtaining the control input u that minimizes the evaluation value of the distance deviation and the evaluation value of the speed deviation.

The vehicle control unit 16 may obtain the control input u such that the evaluation value for the distance deviation and the evaluation value for the speed deviation are smaller than a preset threshold.

If it is not possible to find the control input u that makes the evaluation value of each deviation smaller than the threshold value even after performing the iterative calculation a predetermined number of times, the vehicle control unit 16 performs the plurality of iterative calculations obtained by the iterative calculation. Among the evaluation values, the control input u may be obtained when the minimum evaluation value is obtained.

Further, the vehicle control unit 16 may obtain the control input u that maximizes the evaluation value of each deviation by inverting the sign of the evaluation function J. FIG. Further, the vehicle control unit 16 may invert the sign of the evaluation function J to obtain the control input u whose evaluation value of each deviation is greater than a preset threshold value.

If it is not possible to obtain a control input u for which the evaluation value of each deviation is greater than the threshold value even after performing the iterative calculation a predetermined number of times, the vehicle control unit 16 obtains a plurality of evaluation values obtained by the iterative calculation. Among them, the control input u when the maximum evaluation value is obtained may be obtained.

In addition, the plan generation unit 13 may further calculate the acceleration plan a _plan using equation (10) and output the calculated acceleration plan a _plan to the vehicle control unit 16 . Then, the vehicle control unit 16 may set the target value _rk as shown in equation (56) and calculate the acceleration command a _ref by optimization calculation. where a _plan,k is the value at prediction point k of the acceleration plan a _plan shown in equation (10).

Further, in Embodiment 3, the plan design unit 15 sets the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ _3d so that the jerk of the host vehicle VO matches the target jerk J _set may be determined.

Further, in Embodiment 3, the plan design unit 15 _sets the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ _3d may be determined.

Further, in Embodiment 3, the planning design unit 15 calculates the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ _3d . The plan design unit 15 may be omitted, and the first time constant τ _1d , the second time constant τ _2d , and the third time constant τ _3d may be set in advance.

Further, the moving average filters in Embodiments 1 to 3 are a kind of digital low-pass filters for finite impulse responses. Therefore, in the vehicle driving support devices of Embodiments 1 to 3, other digital low-pass filters may be used instead of the moving average filters.

Further, in the vehicle control devices according to Embodiments 1 to 3, the inter-vehicle distance d and the relative speed v _rel are calculated by the vehicle detection sensor 20, but instead of the vehicle detection sensor 20, the inter-vehicle distance d can be calculated. A sensor and a sensor capable of detecting the relative velocity v _rel may be used. For example, the vehicle detection sensor 20 may be a combination of a camera and an image processing device, or a combination of radar, a camera and an image processing device.

The information acquisition unit 11 may also calculate the inter-vehicle distance d and the relative speed v _rel based on information detected by the vehicle detection sensor 20 .

In addition, although the vehicle detection sensor 20 is shown as a single sensor in FIG. may be

Further, the target vehicle speed information may be acquired from the target vehicle VT or may be acquired from a roadside speed sensor.

Further, the functions of the vehicle driving support device 10 of Embodiments 1 to 3 are implemented by a processing circuit. FIG. 20 is a configuration diagram showing a first example of a processing circuit that implements the functions of the vehicle driving support device 10 of Embodiment 1. As shown in FIG. FIG. 21 is a configuration diagram showing a first example of a processing circuit that implements the functions of the vehicle driving support device 10 according to the second and third embodiments. The processing circuit 100 of the first example is dedicated hardware.

The information acquisition unit 11 in FIG. 3 is implemented by the information acquisition circuit 101 . The target determination unit 12 is implemented by a target determination circuit 102 . The plan generation unit 13 is implemented by the plan generation circuit 103 . Vehicle control unit 14 is realized by vehicle control circuit 104 .

Further, the processing circuit 100 is, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. Applicable.

The components of the vehicle driving support device 10 may be implemented not only by dedicated hardware, but also by software, firmware, or a combination of software and firmware. Software or firmware is stored as a program in a computer's memory. A computer means hardware that executes a program, for example, a CPU (Central Processing Unit), a central processing unit, a processing unit, an arithmetic unit, a microprocessor, a microcomputer, a processor, and a DSP (Digital Signal Processor). be

Also, FIG. 22 is a configuration diagram showing a second example of a processing circuit that implements the functions of the vehicle driving support device 10 according to the first to third embodiments. The second example processing circuit 200 comprises a memory 201 and a processor 202 .

In the processing circuit 200, the functions of the vehicle driving support device 10 are implemented by software, firmware, or a combination of software and firmware. Software and firmware are written as programs and stored in the memory 201 . The processor 202 implements functions by reading and executing programs stored in the memory 201 .

It can also be said that the program stored in the memory 201 causes the computer to execute the procedures or methods of the respective units described above. Here, the memory 201 is a non-volatile memory such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable and Programmable Read Only Memory). volatile or volatile semiconductor memory. A magnetic disk, a flexible disk, an optical disk, a compact disk, a mini disk, a DVD, etc. also correspond to the memory 201 .

It should be noted that the functions of the above-described vehicle driving support device may be partially realized by dedicated hardware and partially realized by software or firmware.

In this way, the processing circuit can realize the functions of the above-described vehicle driving assistance device by means of hardware, software, firmware, or a combination thereof.

10 vehicle driving support device 11 information acquisition unit 12 target determination unit 13 plan generation unit 130 three-stage moving average filter 131 first moving average filter 132 second moving average filter 133 third moving average filter 14 , 16 vehicle control unit, 15 planning design unit, 40 driving and braking control device, VO own vehicle, VT target vehicle.

Claims (11)

a target determination unit that calculates a target speed of the host vehicle and a target distance, which is a target value of the inter-vehicle distance between the host vehicle and the target vehicle, based on target vehicle speed information regarding the speed of the target vehicle;
based on the target distance, generating a distance plan that is a time change of the inter-vehicle distance until the vehicle reaches the target distance; a plan generation unit that generates a speed plan that is the time change of the speed of the own vehicle until it reaches a target distance; and an acceleration command for the own vehicle based on the distance plan and the speed plan. a vehicle control unit that gives the acceleration command to the driving and braking control device of the own vehicle,
The plan generation unit uses a three-stage moving average filter, which is a filter in which a first moving average filter, a second moving average filter, and a third moving average filter are connected in series in order, to generate the distance plan and the speed plan. to generate a vehicle driving support device. The vehicle driving support system according to claim 1, wherein the target vehicle is a vehicle traveling in front of a lane in which the host vehicle is traveling. 2. The vehicle driving support system according to claim 1, wherein the target vehicle is a vehicle traveling in a lane on which the own vehicle is about to move. A first time constant, which is the time constant of the first moving average filter, and a second time constant, which is the time constant of the second moving average filter, are set to equal values, and the time constant of the third moving average filter is The vehicle driving support device according to any one of claims 1 to 3, wherein a certain third time constant is set to a value smaller than the first time constant and the second time constant. A first time constant that is the time constant of the first moving average filter, a second time constant that is the time constant of the second moving average filter, and a third time constant that is the time constant of the third moving average filter are equal. 4. The vehicle driving support device according to any one of claims 1 to 3, which is set to a value. The first time constant, the second time constant, and the third time constant are calculated based on the vehicle speed information regarding the speed of the vehicle, the distance information regarding the inter-vehicle distance, the target speed, and the target distance. The vehicle driving support device according to claim 4 or 5, further comprising a planning and designing unit. The planning and designing unit adjusts the traveling distance of the own vehicle during a period until the speed of the own vehicle matches the target speed and the inter-vehicle distance matches the target distance to match the target travel distance. 7. The vehicle driving support device according to claim 6, wherein the first time constant, the second time constant, and the third time constant are calculated at the same time. The own vehicle is a vehicle traveling in a merging lane,
The target vehicle is a vehicle traveling in a main lane adjacent to the merging lane,
8. The vehicle driving support device according to claim 7, wherein the target travel distance is equal to or less than the length of a merging section in which the main lane is adjacent to the merging lane. The planning and designing unit determines that the jerk occurring in the own vehicle during a period until the speed of the own vehicle matches the target speed and the inter-vehicle distance matches the target distance matches the target jerk. 7. The vehicle driving support device according to claim 6, wherein the first time constant, the second time constant, and the third time constant are calculated so as to. The planning and design unit determines that the acceleration occurring in the own vehicle during a period until the speed of the own vehicle matches the target speed and the inter-vehicle distance matches the target distance matches the target acceleration. 7. The vehicle driving support device according to claim 6, wherein the first time constant, the second time constant, and the third time constant are calculated so as to. The vehicle control unit calculates a predicted inter-vehicle distance, which is a predicted value of the inter-vehicle distance, and a predicted speed, which is a predicted value of the speed of the own vehicle, using a dynamic vehicle model representing the behavior of the own vehicle, The acceleration command is generated based on an evaluation value of a distance deviation, which is a deviation between the distance plan and the predicted inter-vehicle distance, and an evaluation value of a speed deviation, which is a deviation between the speed plan and the predicted speed. 11. The vehicle driving support device according to any one of claims 1 to 10.

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